Explosive-engine.



E. S. BOWEN.

BXPLOSIVE ENGINE.

APPLICATION rum H0116, 1907.

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W/ TNESSE S wiwi' QL/By W n ATTORNEY UNITED STATES PATENT OFFICE;

ERNEST s. BOWEN, or GENEVA, NEW YORK, AssIGNoR E ONE-HALE To WALTER LESTER Enr, or GENEVA, NEW YoEK.

EXPLOSIVE-ENGIN E.

Speeieation of Letters Patent.

Patented June 14,- i910.

Application tiled November 16, 1907. Serial No. 402,452.

of New York, have invented new and useful Im rovements in Explosive-Engines, of o which the following is a specification.

My invention relates to explosive engmes adapted to be operated by kerosene .l0 and other liquids, which are more diliicult to vaporize than gasolene, and cannot be va orized properly without being heated.

I the construction of engine here shown, either gasolene or kerosene may be used.

- One of its important features consists in the. simple modification and arrangement of parts by which the kerosene is heated so as to be easily and suthcientlyvaporized, then at once introduced-into the c linder, and

maintained sutiiciently hot unt ignited. A

yaporizing chamber is arranged at some convenient point on the exterior of the cylinder. .The compressed air is forced into said chamber through a suitable channel from the crank case;a second channel vis provided to conduct the vapor from said chamber into the cylinder. The exhaust pipe for the hot exhaust gases. is arranged to pass through said chamber; the fuel inlet is arranged in the upper portion of the chamber so that the kerosene will initially fall on the hot exhaust pipe, thus (promoting the vaporizing I insuring the production of the kerosene, an of a vapor in such a physical condition that 85 it can be ignited by the electric spark.

My invention is fully illustrated in the drawing. herewith in which the reference figures of the descri tion indicate the corresponding parts in a l the figures.

Figure 1 is a vertical cross section, through a cylinder of an engine made according to my invention, adapted for the use of kerosene or gasolene at will. Fig. 2 is a section on line 2-2 of Fig. 1. Fig. 3 is a partial front elevation of Figs. 1 and 2.

In the figures 1 indicates the crank-case, supported on a suitable base 3.

` 4 is the crank-shaft connected to the piston 6 by the crank 7, the crank-pin 8 and the .i0 pitrnan 9; Y

I 10 is the cylinder having'the inlet or intake ports 1.1,and the exhaust ports 12. `I 15 is a' casting, or jacket, bolted to a. suitable seat 16 on the front of the cylinder', and forming the-vaporizing chamber 17, which is connected b the by-pass channel 18 to the interior o the crank-case, and by the upper by-pass channel' 19 to the intake ports 11. In the upper portion of said jacket is arranged the needle-valve 21, to which the kerosene is conducted, preferably under a pressure of a few pounds, through the kerosene supply pipe 22, from any suitable reservoir. The amount of liquid fuel is regulated by the needle valve` From the erhaust-port extends the curved exhaust pipe 24 around the front of the engine as shown, and through the vaporizing chamber, under the needle valve.

25 is a screw plug removable, when it is desired initially to heat the exhaust ipe without the use of gasolene, as by a torc The other parts shown are the air inlet pipe 30 to the carbureter, or gasolene vapo' rizer 31. 32 is the pipe from said vaporizer to the crank-case.

33 is the gasolene supply pipe and 34 the gasolene needle valve.

The terminals. and means for accelerating and retarding the spark. are merely indicated. These may be of the construction shown in myPatent No. 'i' 11,652 or of other suitable construction. l40 is the fixed and uninsulated terminal; 41V is the moving insulated terminal. Ou the pin of the latter an arm struck by a plunger to draw the spark. These parts are carried on a removable p. sg 44. The plunger is moved by the cam 46, which is rotated by the camshaft throug. the igniter-shaft 4T and suitable connect'ic-ls. This cam may be shifted by the handle to retard or accelerate the s ark.

p is a priming cock in the cylinder head. I have thus produced, merely by the addition of the kerosene vaporizer and the arrangement of the exhaust pipe, an engine which may be operated by kerosene, alcohol, etc., or in the usual manner by gasolene.

Then running on kerosene, the air is first drawn into the crank-case through the gasolene vaporizer and pipes 304-32; the air is then compressed on the do\vnstroke of. the piston, and when the piston has uncovered the intake ports 11, is forced through the lower channel 18 to the vaporizing chamber 17 where it is mixed with the proper quantity of vaporized fuel and thence through the upper channel 19 to the cylinder; here the mixture is compressed on the return upstroke of the piston, and then ignited by the spark in the explosion chamber, oi' upperportion of the cylinder.

The exhaust heats the exhaust pipe,where by it is possible so to vaporize the kerosene that the vapor can be ignited by the spark. This is an important feature of my invention, for the spark can thus be set ahead to generate high power as where gasolene is used. Another important feature is the arrangement ol' parts described, that is, the providing of distinct and separate vapovrizers for the two kinds of iuel, and the spraying of the kerosene on to the hoi'l exi haust-pipe, for perfect vaporizing, and not directly into the ignition chamber. lVhen the kerosene has been vapoiized, it is at once injected into the hot explosion chamber, so

that .there is no chance ofits reliquei'ying.

1 It' any portion should so rcliquefy, it would not only weaken the charge, but would tend to flood the engine.

I am aware, that it has heretofore been known that kerosene and alcohol were harder to vaporize than gasolene and that explosive engines have been constructed for use with kerosene, but these were essentially differentdn construction and arrangement of parts from mine, and, so far as l am aware, the vapor was ignited bya bulb, or

other part, maintained red-hot, in the top of the cylinder. With such an arrangement, practically the only way to vary the speed is to vary the amount of kerosene, and this is uncertain as it involves the' regulating exactly the length of stroke of a pump, and that where a most tritling quantity of fuel is being delivered at each stroke.

It will be understood that in starting the engine, the exhaust pipe must first be heated to insure the vaporizing of the kerosene in its vaporizino chamber. This may be done as suggested5 by introducing the torch through the hole of the plug 25 and holding it under the exhaust pipe for a minute or two, more or less. Or the. engine can be started by priming the cylinders with a little gasolene from a squirt-can through the priming cock 50. Or the engine may first e o erated a few turns by gasolene in the usua manner through the gasolene vaporizers; then shut off the gasolene and turn on the kerosene.

I have shown here a single cylinder only, and a two cycle engine, but it will be evident that my invention can be applied to a' Those are usual changes in gas'engines and no further explanation is necessary.

Having thus described my invention,

what I claim, and desire to secure by Letters Patent, is-

1. In an explosive, or gas engine the com bination with the crank-case, the cylinder thereon, the shaft jurnaled in the crank case, the piston and crank and pitman connecting the iston to the shaft, said cylinder being supp ied with intake and exhaust ports, a gasolene vaporizing chamber arranged on the crank-case, a pipe from said chamber to the crank-case, a supply pipe to said chamber, a needle-valve in said pipe, an air-inlet pipe to the carbureter, a kerosene vaporizing chamber secured on the cylinder, a supply pipe to said kerosene Vaporizing chamber, a needle valve in said kerosene supply pipe, means arranged in said kerosene vaporizing chamber to heat the kerosene as it enters, a lower by-pass channel from the crank case to the kerosene Vaporizing chamber and an upper by-pass channel from the kerosene vaporizing chamber to the intake ports.

2. In an internal combustion engine adapted to be operated by liquid fuels which are more diliicult to vaporize than gasolene, the combination with the` piston the crank-case Vand the cylinder having substantially opposite intake and exhaust ports in its lower-portion, of an exterior shell or casting secured to the front of the cylinder to-form a vaporizing chamber for the fuel, an exhaust pipe connected to the exhaust ports and arranged to pass through the chamber, a fuel supply pipe connected to the chamberat a point above the exhaust pipe, a needle valve in the supply pipe, a removable screw-plug fitted to the front of the chamber, an air pipe to the crank-case, a channel from the crank-case to said chamber and a. channel from said chamber to'the intake ports.

3. In an internal combustion engine' in which the air is compressed before entering` the cylinder, the combination with the cylinder having intake and exhaust ports and the piston operating within the pylinder, said cylinder being formed with a passage for the compressed air to the intake port, of a shell forming a vaporizing chamber in saidpassage, a pipe from the exhaust port.

passing through said chamber and means] 4to supply liquid fuel to said chamber to be" vaporized by contact with said ipe, and to be introduced in mixture wit the compressed air to the cylinder.

4. In an internal combustion engine in which the air is com ressed before enterin the cylinder, the combination with the cra case, the cylinder having intake and exhaust ports and the piston operatin within the cylinder, said cylinder being ormed with a passa e in its wall from the crank case to the inta e port for the compressed air, of a shell forming a vaporiz'ing chamber in said passage, a. pipe from the exhaust port passl naine to this specification in the presence 0f nig through said chamber and means to suptwo subscriblng Witnesses.

vp y liquid fuel to said chamber t0 be vapol n rized bycontract with said pipe and to be t ERNEL S' BOWEN' 5 introduced in mixture with the compressed Witnesses;

air to the cylinder. l J'. Ross MIILWARD,

L In testimony whereof I have signed my M. L. BRESLIN. 

